Clutch control device



E. J. PANISH CLUTCH CONTROL DEVICE Filed Aug. 14, -1940 4 Sheets-Sheet lINVENTOR J P4721870 ATTORNEYS '2 July 6, 1943. E. J. PAN [SH CLUTCHCONTROL DEVICE Filed Aug. 14, 1940 4 Sheets-Sheet 3 1, H IIIH III Illlll11700 J Panda-70 BY/M l 1" INVENTOR ATTORNEYS Patented-July 6, 1943CLUTCH CONTROL REVISE Erwin J. ianish, Bridgeport, Conn.

' Application August 14, 1940, Serial No. 352,499

42 Claims.

This invention relates to power operated means for operating clutchessuch as are used in motor boats and the like, for connecting the engine,usually of the internal combustion type, to a propeller shaft.

Marine clutches usually are combined with reverse gears and are providedwith a shaft and lever to operate the same, so that when the shaft isrocked to the limit of its movement in one direction, the clutch isoperative to cause the boat, or other conveyance, to travel ahead, andwhen it is moved to the limit of its movement in the other direction, tocause the boat to travel astern. In an intermediate or neutral positionof the lever, the engine is disconnected from the propeller shaft.Sometimes the clutch lever'is mounted directly on the clutch shaft, but,in most cases, especially where the bridge or control station is remotefrom the engine, a system of links and levers is employed to transmitthe motion from a nearby manually operated lever to the remote clutchshaft,

Heretofore it has been proposed to operate the clutch shaftpneumatically, and for this purpose the partial vacuum created by theoperation of an internal combustion engine, along with air atatmospheric pressure, has been used to operate diaphragms or pistonswhich in turn operate the clutchshaft. Such devices require considerablepiping and suitable valves which must be maintained airtight forcontrolling the air pressureyand, depending as they do upon the partialvacuum created by the engine, are only operative while the engine isoperating at extremely low speeds. This is very unsatisfactory. Forinstance, if the engine should stall while the clutch is being engagedat these low motor speeds, it would have to be restarted again whilestill under the propeller load. This is difficult and most timesimpossible. Therefore, the mechanical lever connections to the clutchwould have to be removed before the clutch can be brought to a neutralposition by hand, an operation which in control maneuvers of the vesselmay prove to be disastrous.

An object of the present invention is to provide an electric motor drivefor operating a clutch to clutch and declutch two parts of a powertransmitting drive, so that by merely controlling electric circuits fromthe bridge or other operating position, the boat or other conveyance maybe caused to go ahead, may be stopped, or may be caused to go astern.

The electric power for operating the motor may be supplied by the usual.engine-starting battery, and hence is always available for the operationof the device, regardless of whether the engine is operating or not. Ifdesired, a separate source of current may be provided, but since theelectric motor employed in the device of the present invention drawsconsiderably less current than the usual starting motor, and since themotor and the electric control means are energized only during therelatively short periods required for shifting the position of theclutch, the starter battery may advantageously be used, especially wherethere is no other source of electrical current available.

A feature of the present invention is the provision of means whereby theoperating force on the clutch is relieved automatically after the clutchhas been moved to either operating position. The provision of thisfeature positively prevents any undue wear on the clutch mechanism,particularly the thrust collar which is employed in such clutches, andwhich, 'if constantly under load while the boat or other conveyance isin operation, would quickly wear out, and prevent further operation ofthe clutch,

Another feature of this invention is the provision of means whereby theclutch will be fully 1 and safely moved to either of its operatingpositions without the necessity of employing mechanical limit switchesfor this purpose. Such mechanical limit switches would require accurateand critical adjustments when first installing the device on a clutchmechanism, and would require frequent readjustment as the clutchoperating movements change due to wear on theopcrating parts.

With the device of the present invention, the increased load occasionedby the clutch mechanism reaching the limit of its movement automatically causes the control circuits to be opened and the motor to berendered inoperative to further move the clutch. When installing thedevice on a reverse gear and clutch mechanism for a boat, it is merelynecessary to fasten the device in place and connect it to the clutchshaft without taking into account the extent of arouate movement of theclutch shaft between ahead and astern positions. The provision of theoverload responsive device, which avoids the necessity for settinglimits of movement, is also advantageous in avoiding damage to. theclutch mechanism, especially where the shifting to forward or reverseposition involves the relative movement of gears. for, should the gearsbe unable to mesh, or

should the clutch for any reason be prevented from operating, theoverload responsive device would come into operation and disconnect theelectric motor from the clutch-actuating mechanism, before any damagecan be done to the clutch of the engine. By the same means the operatingmechanismis fully protected from damage for it is impossible to stallthe motor across the line at the conclusion of an operating stroke.

According to the present invention, while the movement of the clutch toits operating positions is under the control of the overload responsivemechanism, yet, in moving the clutch from either operating position tothe neutral or "stop" position, increased torque (preferably, full motortorque) may be employed, in order to insure positive disengagement ofthe clutch at all times.

Another feature of this invention is the provision of means whereby thepower operation of the, clutch is prevented while the engine isoperating at either too high or too low speeds, so that if the load weresuddenly removed as by throwing the clutch to neutral position, damageto the engine or propeller shaft might occur, or

as to cause stalling .of the engine due to a clutch engagement at idlingspeeds.

According to the present invention, this is accomplished by electricallyinterlocking the gas throttle of the gasoline engine to the clutchcontrol system, so that the throttle must be in maneuvering speedposition before the operation of the clutch control lever can beeffective. This prevents either the throwing in or out of the clutchwhile the engine is moving at too low a speed or at too high a speedrespectively.

Still another feature of the present invention is the provision of meanswhereby the clutch may be operated by hand, in case such operationbecomes necessary, without demounting any part of the clutch-operatingmechanism. This is of particular advantage as compared with priordevices in which the mechanical lever connections must be removed beforethe clutch can be brought by hand to neutral position in case of anemergency.

In its broader aspects, the clutch control device of the presentinvention comprises a clutchactuating mechanism driven by a reversibleelec- Y tric motor. If the clutch has but one position one position ofengagement, the motor is adapted by rotation in one direction, to movethe clutch from neutral to engaged position, and upon reverse rotationto move the clutch from the engaged to neutral position. If the clutchis movable between a forward engaged position and a reverse engagedposition through an intermediate'neutral position, rotation of the motorin one direction moves the clutch from reverse engaged to forwardengaged position through the neutral position, and reverse rotation ofthe motor moves the clutch from forward engaged through neutral toreverse engaged position.

The gearing, of the clutch-actuating mechanism is so arranged that theoperating force upon the clutch is positively removed after the clutchhas been engaged, and the motor has ceased to operate. Moreover, thegearing is made overhauling or nonlocking. By virtue of thisarrangement, the clutch-operating shaft may be operated by hand withoutuncoupling :the operating mechanism, since the gearing of the latterdoes not lock the clutch in any position and the said mechanism offersonly a moderate frictional resistance to such motion of theclutch-operating shaft.

In addition, a lost motion coupling is preferably provided between thegearing of the clutchoperating' mechanismand the clutch-operating shaft,said lost motion being equal to or slightly greater than the operatingrange of said shaft. As a result, after the clutch has been operatedonce over its entire stroke by hand, further manual operation no longermoves the gearing of the mechanism, and the manual operation is greatlyfacilitated.

The said clutch-actuating mechanism includes automatic means permittingcontinued rotation of the motor after motion of the clutch-operatingshaft is arrested, for instance after the clutch is fully engaged ineither position, the said means increasing the resistance of themechanism to further rotation of the motor to a predetermined value.Continued rotation of the motor against the said increased resistanceoperates torque-responsive means included in the mechanism whichtemporarily renders the motor inoperative to rotate further in the samedirection. Automatic means is provided to render the motor temporarilyinoperative when the clutch has been moved from engaged to neutralposition. The clutch-actuating mechanism is also provided with automaticmeans in the nature of a detent, for accurately adjusting the positionof the mechanism to hold the clutch in neutral position after operationof the motor to -move the clutch from engaged to neutral position hasbeen interrupted. Such means avoids thepossibility of the motor movingthe clutch beyond neutral position, as a result of over-travel due tothe inertia of the movable parts.

The reversible motor is operated by a motor switch which is preferablycontrolled by electromagnetic means. The electromagnetic means whichcontrol the switch to initiate movement of the clutch from neutral toengaged position, and from engaged to neutral position is energized bycontrol circuits including manual switches which may be remotelypositioned with respect to the clutch-actuating mechanism. If desired,the manually controlled switches may be of the momentary contact type,automatic holding switches being provided to close shunt circuits whichenergize the electromagnetic controls to continue operation of the motorduring motion of the clutch from neutral to engaged position or viceversa.

The control circuits which cause the motor to move the 'clutch intoengaged position include torque-responsive switches which are operatedby torque-responsive means of the clutch-actuating mechanism. Continuedrotation of the motor after the clutch has been engaged, causes thetorque-responsive switches to open, thereby breaking the controlcircuit, disengaging the motor switch, and rendering the motortemporarily inoperative.

The manually operated control circuits which are adapted to cause motionof the clutch from engaged to neutral position are separate from andindependent of the circuits controlled by the torque-responsive means.Thus, it is possible to apply full motor torque, if necessary, in orderto initiate motion of the clutch for disengagement from either reverseor forward position.

Automatic selector switches are provided in the control circuits whichcause the motor to move the clutch from engaged to neutral position. Thelatte switches are automatically opened by the disengagement of theclutch or at idling speeds ,1 control device l including a. clutchcontrol lever such that engagement of the clutch would cause the engineto stall, a switch is provided in series with the manually operatedcontrol circuits for initiating motion of the clutch, the said switchbeing engaged only when the engine throttle is in so called maneuveringposition. Thus, when the engine throttle is in any other but themaneuvering position, the manual switches in the control circuits areineffective to initiate motion of the clutch for engagement ordisengagement.

Automatic signal means'is preferably provided, operated by a portion ofthe clutch-actuating mechanism and adapted to indicate the position ofthe clutch in neutral or either engaged position, at some point remotefrom said clutch, preferably adjacent to the manual switches whichenergizethe electromagnetic control circuits.

In the accompanying drawings, which show a preferred embodiment of thepresent invention, Figure 1 is a view of the general arrangement of theclutch control device of the present invention, assembled by way ofillustration, to operate in conjunction with a marine installation,showing in side elevation, a clutch-actuating mechanism and drivingmotor therefor located adjacent to the clutch housing of a marine engineof the internal combustion type, a motor switch and ing mechanism shownin Fig. 1, with the cover r plate removed, to show the cams, levers, andconv trol switches.

Fig. 5 is a schematic view of the automatic con- I trol switches shownin Fig. 4, and of the motor,

motor switches, and the manual clutch and throttle control means shownin Fig. 1, including a wiring diagram showing the electric'control andpower circuits.

Fig. 6 is similar to Fig. 5, butshows a variation of the manual clutchcontrol means, whereby push button control is. substituted for themanual lever control shown in Fig. 5.

Fig. 7 is a rear view of the clutch-actuating mechanism shown in Figs.1, 3, and 4 showing detent means for accurately positioning andretaining the clutchin neutral position.

According to the present invention, the clutchcontrol device, shown inFig. 1, comprises a clutch-actuating mechanism ill positioned adjacentthe clutch housing of a prime mover, shown for purposes of illustrationas an internal combustion engine ii, an electric motor I2 for drivingsaid clutch-actuating mechanism, a motor switch box l3, an electricbattery 14 serving as the source of power for the motor, and a manualIS, a throttle control lever I! and an indicating dial I8 which showsthe positions of the clutch for stop," ahead,. and astem." The dial'limay be of transparent or translucent material, behind which electriclights are positioned which illuminate a segment of the dialcorresponding to the position in which the clutch is positioned.

The location of the clutch-operating shaft l9 which is driven by theclutch-actuating mechanism i0 is shownin :lottedlines within the outlineof said clutch-actuating mechanism. Electrical connections are shownwhereby the battery,

motor switches, motor, and clutch-actuating mechanism may be controlledby means of the manual remote control device l5.- The arrangement of theclutch controldevice is shown by way of illustration for use in a marineinstallation. It is understood that the said device, may be used in anyinstallation comprising a movably operated clutch and a prime mover.

The clutch-actuating mechanism ill shown in Figs. 2, 3, and 4 engages aclutch control shaft I9 which is capable by rotation through a limitedangle to move the clutch from reverse engaged position through anintermediate neutral position to forward engaged position, or viceversa.

The clutch-actuating mechanism comprises a casing 20, including ahousing 2!, a cover and bearing plate 22, and an outer cover plate 23held together by bolts 26. The housing 2i is provided with an extension25, wherebyit may be afiixed to a portion of the engine frame 26.

The main operating shaft 28 of the clutchactuating mechanism isjournaled in bearings carried by the housing 2! and bearing plate 22;and extends through said bearings at both ends. The end of said shaftprotruding through the housing 2| carries a coupling 21, keyed to saidshaft and adapted by means of protruding fingers 21a to engage acorresponding coupling on the end of the clutch-operating shaft l9. Ifdesired, a flexible coupling member may be interposed between the endsof shafts l9 and 28 whereby exact alignment of the clutch control shafti9,

and the main operating shaft. 28, is rendered unnecessary,

The main operating shaft 28 is provided with a gear 29 driven by apinion 3i The gear 2Q may be keyed to the shaft 28, but preferably alost motion device is interposed between said gear and shaft. Forexample, the said gear is constructed to rotate freely on the saidshaft, an antifriction bushing being provided therebetween as shown. Apair of lateral projections 29a protruding from the face of the gear areadapted to engage a corresponding pair of radial wings 2M on a sleeve28b which is keyed to the shaft 28. The said wings 28a and projections29a are constructed of such size that the shaft 28 can rotate throughan. angle equal to or somewhat greater than the limited anglecorresponding to the operating range of the clutch-operating shaftv 19.Thus, when the gear 29 is so positioned that projections 29a occupypositions corresponding to or including the limits of motion of theWings 280, the shafts l9 and 28 can be rotated by externally appliedforce without moving the gearing of the clutch-actuating mechanism.Consequently, in case of emergency, the clutch may be readily operatedby hand without demounting or or by means of any suitable crank engagingthe shaft I9 or 28.

The pinion 30 which drives gear 29 is keyed to a worm wheel 3| and bothare adapted to rotate freely on the worm wheel shaft 32 which issupported above the operating shaft 28 by the housing 2| and bearingplate 22.

The worm wheel 3| is driven by a worm 33 which is mounted in such amanner as to be axially slidable on a worm shaft 34. The worm shaft isprovided with splines 35 parallel to its axis which engage correspondinggrooves in the worm, whereby the said worm rotates with the shaft, butis free to slide axially thereon. One end of the worm shaft is squaredas shown at 34' and is engaged by a correspondingly shaped opening atthe end of the sleeved motor shaft 36. The casing 31 of the motor l2,part of which is shown in Fig. 3, is bolted to the housing 2|. Thesquared end of shaft 34 and the motor l2. coupled therewith, may be ateither end of the mechanism In. In Fig. 1 it is shown at the left, whilein Figs. 3, 4, and '7, it is at the right.

Longitudinal displacement of the worm 33 on the worm shaft 34 isnormally opposed by sliding collars 38 and 39 which are held in guidesand shouldered in the housing 2|.

Thrust bearings 40 and 4| separate the collars38 and 39 from the ends ofthe worm 33 permitting said worm to rotate freely without correspondingrotation of the said collars. The collars 38 and 39 are prevented fromrotating by pins 42 and 43 which project radially therefrom throughelongated openings 44 and 44 in the cover plate 22 and housing 2|. Theopenings 44 and 44 are elongated as shown in Fig. 4 to permit the pins42 and 43 to be laterally displaced when the sliding collars 38 and 39are moved parallel to the axis of the worm shaft 34 in the guidesprovided in the housing 2|. I

Springs 45 and 46, supported by spring cups 41 and 48 which areshouldered against the outer races of the worm shaft bearings 49 and 50urge the sliding collars 38 and 39 against the thrust bearings 40 and 4|and normally prevent axial gisplacement of the worm 33 on the worm shaftThe worm shaft 34 is held in position by means of bearings 49 and 50,the outer races of which support. the spring cups 4'! and 48 and arerespectively locked in the housing 2| by adapter 50a and cover plate49a. The inner races of the bearings 49 and 50 are secured by means ofnuts and 52 to the worm shaft 34.

It will be observed that motion of the gear train is limited, sinceangular motion of the clutch control shaft I9 and consequently of theworm operating shaft 28, is limited by engagement of the clutch ineither engaged position.

The motor I2 is reversible and is adapted to drive the worm 33 in eitherdirection; thus when the motor rotates in one direction or the other itis adapted to move the clutch control shaft l9 to one or the other limitof its angularmotion by. means of the gear train including the wormwheel 3|, gears 29 and 30, sleeve 28b, and the main operating shaft 28.

During normal operation between limiting po- I sitions, the springs 45and 46 prevent axial displacement of the worm 33 on the shaft 34 byexerting pressure against the sliding collars 38 and 39. Referring toFigs. 2 and 3, when the motor drives the worm 33 counterclockwise, theoperating shaft 28 is caused to rotate clockwise until the clutch isengaged, whereupon further rotation of the shaft 28 is arrested.Continued rotation of the motor in the same direction causes the worm toscrew through the worm wheel to the right applying pressure through thethrust hearing 40 to the sliding collar 38, displacing the latter, andmoving pin 42 sideways, in the elongated opening 44. The spring 45 isthereby compressed requiring application of torque of a predeterminedincreased value by the motor to the worm shaft. The said motion of thepin 42 is adapted to renderthe motor temporarily inoperative ashereinafter more fully explained.

After operation of the motor has ceased, the compressed spring 45 urgesthe worm 33 and collar 38 back into their normal positions upon theshaft 34 by exerting pressure upon said sliding collar. To this end, thehelix angle of the worm 33 is so constructed as to render the wormoverhauling or nonlocking, whereby it is adapted to screw-back throughthe teeth of the worm wheel 3| under the influence of said springwithout moving said worm wheel, returningitoits normal position upon theshaft 34. 'By virtue of the fact that the worm is nonlockingoroverhauling, operating pressure is removed from the gear train afterengagement of the clutch, and consequently any pressure on the thrustcollar of the clutch is impossible.

Furthermore, the nonlocking feature enables an operator to carry out-theinitial hand operation of the clutch as hereinbefore described, in

case of failure of any part of the clutch-actuating device, since.aftermotor operation thereof, the lost motion device, above described, is notpositioned to permit operation of the shafts 28 and I9 independently ofthe gearing. However, after one complete hand operation, subsequentmanual operation is independent of said gearing.

Referring. once more to Figs. 2 and 3, if the worm 33 is drivenclockwise by the motor shaft 34, the clutch-operating shaft I9 isrotated counterclockwise until it reaches the limit of its angularrotation. Continued rotation of the motor then causes the worm 33 toscrew to the left through the worm wheel 3| displacing the slidingcollar 39 and compressing the spring 45. As before, compression of saidspring increases the torque load upon the motor to a predeterminedvalue. The radial pin 43 which protrudes from the sliding collar 39, ismoved to the left in the elongated opening 44'. Displacement of the pin43 is adapted to render the motor temporarily inoperative as hereinaftermore fully explained.

When operation of the motor ceases, the spring 46 urges the worm 33 backinto its normal position upon the shaft 34 by exerting pressure againstthe sliding collar 39 and the thrust hearing 4|. As before, the worm 33screws backward through the worm wheel 3| until it has returned to itsnormal position on the shaft.

Referring to Fig. 4, the bearing plate 22 is provided with a pair oftorque switches 53 and 54, comprising operating levers 55 and 56 andswitch arms 51 and 58 integral therewith, pivoted at points 59 and 60.Contacts 6| and 62 are provided at the ends of the switch arms, adaptedto form electric contact respectively between contact fingers 63 and 63'and between fingers 54 and 84. Motion of the torque switches 53 and 54is limited by means of the lugs Y55 and 66 protruding from the coverplate 22, which engage the operating arms 51 and 58 thereofrespectively. The switches are normally urged into engagement by meansof a spring 61 joining the operating levers 55 and 56. The pins 42 and43 carried by the sliding an... a and a are adapted upon aaaaero themotor rotates the said clutch-operatlateral displacement in elongatedopenings it and 44' to engage the operating arms 88 and 88 respectivelyof switches 88 and 84 and cause the latter to break contact'betweenfingers 88, 88' and 84'. As shown in Fig. 2, the end of the operatingshaft 28 projects through the bearing plat e 22. A pair of cams 88 and89 are adjustably mounted upon the protruding end of the operating shaft28. and are adapted to operate automatic stop switches 18 and H. Asindicated in Fig. 2, the cam 88 and 89 are arranged in different planeswhereby they are adapted to actuate the switches 18 and 1i separately. A

Selector stop switches I8 and H comprise operating arms 12 and 13 andcontact arms-1| and 15, rigidly secured thereto, pivoted at 18 and". Theoperating arms 12 and 13 are provided with projections 18 and 19 whichare engaged by cams 88 and 89 respectively. The contact arms 14 and 15are provided with contacts 88 and 8I-. The contact 88 is adaptedalternately to for!!! electric contact between contact fingers 82 and82' or fingers 83 and 83'; and contact 8| is similarly adapted to formcontacts either between the pivots 18 and 11 is limited by theprojecting lugs 86 and 81 provided on the bearing plate 22. When thesaid switches'are not engaged by the cams 68 and 69, they are normallyurged to form contacts respectively between thefingers 82 and 82 andfingers 84 and 84' by means of a spring 88 joining the free ends ofoperating arms 18 by cam 69, since it is disposed in adiiferent plane ashereinbefore stated. As hereinafter explained, contact between thefingers 85 and 85' establishes a circuit whereby the motor may besubsequently energized to move the operating shafts I9 and 28 and thecams 68 and 69 in counterclockwise direction to return the clutch toneutral position. When the motor is thus energized, cam 69 rotatescounterclockwise, releasing the switch arm 13 when the clutch reachesneutral position. The spring 88 then urges the switch 1! to the right,

ing shaft and cam 88 clockwise until the clutch reaches 'neutralposition. Cam 88 releases switch 18, interrupting contact between thefinthe fingers 84 and 84, or fingers 85 and 85'. Pivotal motion of theswitches 18 and H about gers I! and 83' and rendering themotor't'emporarily inoperative to move the'ciutch further.

2 and 7, comprising a pair of cams I18 and I18 which may be convenientlyconstructed integral with coupling 21 on the end of the operating shaft28. The cam surfaces Illa and I14a en- 'gage a cam follower I15 carriedby bolt I18,

whereby said cam follower is attached to a lever I11 intermediate theends thereof. The said ie-- ver is supported at one end by a pivot I18at one side of the housing 2|, and its free end I11a is joined by atension spring I19 to a boss I88 carried at the lower part of saidhousing 'at the opposite side. The spring I19 urges the cam follower I15against the cam surfaces, which are arcuate with respect to the axis ofthe operating shaft 28. At their adjacent corners, cams I18 and I14 arecut away as shown at H312 and I181; forming a V-shaped notch orindentation.

The cams are adjusted on the shaft 28 so that cam follower I15, andlever I11 are raised by overcoming the opposing tension of spring I19until said cam follower is supportedou one of the cam surfaces NM or'I14a. Thus the device constitutes a detent to position and retain theclutch in neutral position.

In order to facilitate accurate adjustment 0 the detent, pivot I18 isprovided with an eccentric plate ifli which may be secured in anydesired position. Thus by adjusting said eccentric, the lever I11 may beshifted longitudinally, dis= placing the cam follower I15 to the rightor left to obtain the desired adjustment of the detent for neutralposition of the clutch.

Signal means is preferably provided to indicate the position of theclutch in either engaged position, and in neutral position. This meanscomprises, for instance, a disk of dielectric mabreaking contact betweenfingers 85 and 85 and reestablishing contact between the fingers 88 and84'. Operation of the motor is thereby interrupted, and the clutchremains in neutral position.

When the clutch is moved to the other engaged position bycounterclockwise rotation of the operating shafts I9 and 28, cam 88 ismoved counterclockwise, engaging the projection 18 on the operating armof the switch 18 and causing the cam 88 in clockwise direction in orderto return the clutch to neutral position. When thus enerterial 89, shownin Fig. 4 (but omitted in Fig. 2), which is rigidly secured to theprojecting end of operating shaft 28. The said disk' is provided with aconducting segment 98, which is adapted to form electric contactsuccessively betweer; pairs of contactors 9I-9I', 82-92, and 93-93. Thedisk 89, is adjusted in such a manner that the segment 98 forms contactbetween contactors 9I-9I' when the clutch is in neutral position asshown in Fig. 4 and between the pairs of contactors 92-92 and 93-93,respectively, when the clutch is moved into one or the other of itsengaged positions, upon counterclockwise or clockwise rotation of thedisk 89 with the operating shaft 28 and clutch control shaft I9 toeither limit of their angular motion. The contacts thereby establishedsuccessively close the circuits of three electric signal lamps which arepreferably located as hereinbeshown to the left of the said diagram andthose which control reverse engagement of the clutch are shown to theright.

The motor I2 is of the series wound type, comprising an armature I2a anda field I2b connected to the power lines LI and L2 at P and Qrespectively, By provision of a series wound motor of .the type shown,relatively high initial starting torque is assured.

A reversing motor switch 94 is interposed in the motor circuit. Itcomprises contactor 95 adapted to close the circuit between the contactpoints 91 for forward operation of the motor, and contactor 96 adaptedto form contact between the contact points 98 for reverse operation. Thecontactors 95 and 96 are mechanically interlocked so that only one ofthese may be brought into engagement with the corresponding contactpoints at a time. The said contactors are normally held out ofengagement by suitable mechanical, means.

Electromagnetic means are provided comprising armature 99, attached tocontactor 95, and cooperating with magnet coils MI, and I02, andarmature I attached to contactor 96, and cooperating with magnet coilsI03 and I04 for the purpose of engaging the motor switch. Either of thetwo magnet coils IM or I02 is adapted upon energization to engagecontactor 95 with contact points 91, and similarly, either of the magnetcoils I03 or I04 is adapted to engage contactor 96 with the contactpoints 98.

In Fig. 5 all of the mechanical and electrical parts are shown in thepositions which they occupy when the clutch is in neutral and the enginethrottle set in maneuvering position. In order to move the clutch toforward'engaged position, control lever I6 is moved to the left until itdepresses momentary contact I05, forming a connection between thecontact points I05 and I01. A circuit is thereby set up momentarily fromthe line LI at the junction I08, through segment I09, an electricconductor IIO contained within the throttle control lever I1, and leadIII to the junction point II2, through lead I I3 to contact, I01,through contactor I05 to contact I06, through lead IIfl to the magnet10011 IN, through lead 5 to switch 53 and through leads H6, IE1, and H8,to the line L2 at the junction I I9. Upon energization, the magnet coilIIII moves contactor 95 into engagement with contact points 91 and themotor rotates in forward direction, initiating motion of the clutch'fromneutral position to forward engaged position.

At the same time, contactor I20, als operated by the armature 99, ismoved into engagement with contact points I2I and I22, thereby closing ashunt or holding circuit from the magnet coil IM to the line LI, leadI23 and I24, to the automatic switch 10, through leads I25 and I26, tothe line LI at junction I21. The control lever I6, after depressing themomentary contactor I05 moves back automatically to the positionindicated by the dotted line R, thereby breaking the circuit from theline LI at the Junction I06 through the throttle control lever I1 to themagnet coil IOI. Energization of the said magnet coil, however, ismaintained through the aforesaid shunt circuit, set up by the contactorI20, :Thich remains engaged with its contact points When the clutch ismoved into forward engaged position, continued rotation of the motor I2causes the worm 33 to screw through the worm wheel 3|, displacing theslidable collar 38, and moving the pin 42 into engagement with the arm55 01 the torque switch 53 moving said arm to the left. This causescontact 6i on the switch arm 51 of said torque switch to move out orengagement with contact fingers 63 and 63', thereby breaking the circuitfrom the magnet coil IOI to the line L2. The armature 99 which isthereby released, moves contactor 95 and contactor I20 out of engagementwith their respective contact points, and thus interrupts operation ofthe motor.

The spring 45 then urges the collar 38 and the worm 33 to their originalpositions on the worm shaft, since the worm is overhauling, and torqueswitch 53 reestablishes contact between the finers 63 and 63'. However,since the holding circuit contactor I20 has already broken the circuitto magnet coil NH, and since the momentary contact switch I05 is nolonger engaged with its contact points, no further operation of themotor takes place.

Meanwhile, motion of the clutch-operating shaft I9, and the mainoperating shaft 28 from neutral to forward engaged position has causedrotation of the cam 69 in clockwise direction, engaging projection 19 onthe arm 13 of the automatic switch 1| and causing contact 8| to breakcontact between the fingers 84 and 84' and to establish contact betweenthe fingers 85 and 85. Simultaneous motion of cam 68 in clockwisedirection has no effect upon the automatic switch 10.

If it is now desired to move the clutch from forward engaged position toneutral position, the clutch control lever I6 is moved from posit-ion Rto the vertical positionas shown in Fig. 5. A circuit is thereby set upfrom the line LI at the junction I09 through the segment I09, the throt-.tle control connection IIO, lead III, conductor I28 in the clutchcontrol handle I6 to contact I29, through leads I30 and I3I to themagnet coil I03, thence through lead I32 to the contact finger 85,contact BI, and contact finger 85 of the automatic switch TI, and thencethrough leads I32 and H8 to the line L2 at II9. Upon energization ofmagnet coil I03, armature I00 moves contactor 96 into engagement withcontact points 98 and causes the motor to rotate in reverse direction.The clutch is thereby moved from forward engaged position to neutralposition. Since the torque switches 53 and 54 are not included in thecircuit of magnet coil I03 and are thus inoperative to prevent itsenergization, full starting torque of the motor is available ifnecessary to initiate the motion of the clutch.

As the clutch moves to neutral position, cam 69 moves counterclockwiseuntil it no longer engages the automatic switch 1I. Contact 8I isthereby moved'out of engagement with fingers 85 and 85' and intoengagement with contact 8,898,619 fingers 04 and 84'. The circuitthrough the magnet coil I03 is thereby broken. The motorswitch contactor96 moves out of engagement with its contact points and operation of themotor ceases. The cam follower I16 of the detent mechanism shown inFigs. 2 and 7 engages the V-shaped notch formed by the cams I13 and I14,and adjusts the clutch accurately in neutral position.

Operation of the device for moving the clutch to and from reverseengaged position is similar. when the clutch control lever I is moved tothe right, momentary contactor I33 is depressed establishing aconnection between contact points I34 and I35. A circuit is thus set upfrom the line' LI at I08 through segment I09, conductor IIO of thethrottle control lever I'I, lead III to junction II2, through lead I36to momentary contact switch I34, I33 and I35, through lead I31 to magnetcoil I04, through lead I38 to the torque switch 64, and through leadsI39, II! and H8 to the line L2 at I I9.

Magnet coil I04 is thereby energized causing the armature I00 to movecontactor 96 into engagement with contact points 98 and initiatingreverse rotation on the motor. At the same time,

holding contactor I40 is moved by the armatureand lead I43 to the magnetcoil I04. Thus, as

long as the motor switch contactor 96 is engaged with its contactpoints, the said magnet coil I 06 i energized through the said shuntcircuit, while control lever I6 moves back automatically to the positiondenoted by dotted line S, releasing momentary contactor I33'from contactpoints I34 and I35.

However, when the clutch has reached reverse engaged position, motion ofworm wheel 3! is arrested, and continued rotation of the motor causesthe worm 33 to screw through the worm wheel 3i, displacing collar 39against the pressure of the spring 46, and displacing the pin 63 to'engage the arm 56 of the torque switch 50 to the right. This liftscontact 62, breaking the electric contact between the fingers 6d and 64.Thus, the circuit through the magnet coil I04 is broken, and thearmature I00 moves to its original position, interrupting contactbetween the contactor .96 and its corresponding contact points, anddisengaging holding contactor I00 from the points MI and I42. Furtherreverse rotation of the motor is thus prevented.

The spring 36 urges the collar 39 and worm 33 to their originalpositions on the shaft 34, and pin 33 moves out of engagement with thetorque switch 50, allowing the contact 62 to reestablish contact betweenfingers 60 and 60. However, since the holding contactor I40 is no longerenwhen it is desired to return the clutch to neutralv position, theclutch control handle I6 is moved to the vertical position shown in Fig.5.

A circuit is thereby established from the line LI at junction I00through segment I09, throttle engagement with contact points 91, therebycausing the motor to rotate in forward direction, and move the clutchfrom reverse engaged position to neutral position. Since neither of thetorque-.

responsive switches 53 or 54 are included in the circuit, full motortorque may beapplied, if necessary, to disengage the clutch. When theclutch reaches neutral position, cam 68 has moved in clockwise directionuntil it no longer engages the projection I8 on arm I2 of the'automaticswitch 10. The said switch returns to its original position breakingcontact between fingers 83 and 83', and thereby interrupts the circuitfrom the magnet coil I02 to the line L2. Operation of the motor isthereby interrupted and the clutch remains in neutral position.

Means are preferably provided to render the control circuits through themagnet coils IOI, I02, I03, and I04 inoperative when the engine throttleis in relatively advanced position or in idling position. This so-calledthrottle interlock prevents disengagement or engagement of the clutchwhen the power generated by the engine or prime mover, is ,suflicientlygreat to cause gaged with the contact points Idl and I02, and

since the clutch control lever I6 has moved back automatically to theposition shown by the dotted line S, releasing the contactor I33 fromengagement with the points I34 and I35, the magnet coil I03 is notreenergized.

Motion of the clutch control mechanism to move the clutch to reverseengaged position the clutch, or when the engine speed is so low thatengagement of the clutch would stall the engine.

Referring to Fig. 5, the said throttleinterlock comprises the segmentI09 which is adapted to form contact -withthe electrical conductor H0 inthe handle of the throttle control. lever Il,

only when said control lever is in a position to cause the engine tooperate at reduced power, but greater than at idling speeds. This rangeof throttle adjustmentcorresponds to so-called maneuvering speeds of theengine. Thus, referring to Fig. 5, when the lever is moved to the right,that is, to advanced position, or when it is moved to the extreme left,that is, to idling position, contact between the segment I09 and theelectrical connection H0 is interrupted and the motor switch controlcircuits through lead III to the junction II2, which are operated by theclutch control lever I6, are broken. Hence, when the throttle isinadvanced position or in idling position, motion of the clutch controllever I6 is inoperative to energize any of the magnet coils controllingthe motor switch, and is thus incapable of initiating motion of theclutch in any direction.

Provision of the so-called throttle interlock prevents the possibilityof racing the engine upon sudden disengagement of the clutch when theengine is operating under load at an advanced power rate thus avoiding,for instance, the possibility of breaking a piston rod as a result ofsuch sudden disengagement. Furthermore, if. the operator inadvertentlyadvances the throttle when the clutch is disengaged, and causes theengine to race, engagement of the clutch whereby the propeller shaft maybe sheared or other damage caused, is prevented. The throttle interlockalso prevents the operator from causing the boat to lurch by inadvertentengagement of the clutch when the engine is racing. Similarly, the saidthrottle interlock prevents stalling the engine by engaging the clutchwhile the engine is operating at idling speeds.

The said throttle interlock also provides the possibility of carryingout a novel maneuver in operating a boat. When the boat is proceedingunder power with the throttle advanced, the pilot may set the clutchcontrol lever in "stop" or neutral position without disengagement of theclutch, since the throttle interlock renders the clutch control leverinoperative to energize the control circuits of the motor switches. Asthe boat approaches a place where it is desired to stop, the throttlelever is gradually moved to reduced setting. As soon as the throttlecontrol lever establishes electrical contact whereby the controlcircuits are energized, the clutch is automaticallydisengaged withoutfurther operation of the clutch control lever. Thus, the stopping of theboat may be effected by motion of only one control lever, which is ofmaterial advantage in emergencies, and in order to permit moreconvenient and more accurate control for stopping the boat.

A separate circuit is preferably provided to operate signal meansshowing the position of the clutch in either engaged position or inneutral position. Such signal means is shown in Fig. comprising, forexample, 3 electric lights, M6, I41 and I48. The circuit'for operatingthe said signal means'is joined to the line L2 at the junction I49 bylead I50 terminating at junction I 53. The latter is connected to eachof the three lamps, the circuit of lamp I56 comprising leads I5I and I52and terminating at finger 93; the circuit for lamp I48 comprising leadI56 and terminating at contact finger 92; and the circuit for lamp I41comprising leads I 65 and I50 and terminating at contact finger ill. Thecircuit from the line LI is permanently established from the junctionI21 through leads I26, I51 and I58, to the corresponding contact fingers9|, 92, and.93'. Contact segment 00 which rotates with the operatingshaft 20 of the clutch-actuating mechanism is adapted to form contactsuccessively between the fingers 92 and 02, 3| and SI, and 93 and 93. Asshown in Fig. 5, with the clutch in neutral position, the segment 90establishes a circuit through fingers 9| and 9|, causing the lamp I4I tobe illuminated, indicating that the clutch is in neutral position.correspondingly, when the clutch-am tuating mechanism moves the clutchto forward engaged position, the contactor 90 is moved counterclockwiseengaging fingers 92 and 92' and illuminating lamp I46. Similarly, whenthe clutch-actuating mechanism moves the clutch to reverse engagedposition, the segment 90 is moved into a contact with fingers 93 and93', illuminating the lamp I48, to indicate the position of the clutchin reverse engagement.

If it isdesired to move the clutch from forward engaged positiondirectly to reverse engaged position the-clutch control lever I6 ismoved to the right from the position shown in Fig. 5, designated as R,until contactor I33 is depressed, forming contact between points I34 andI35. The lever is held in this position until the clutch has reachedneutral position as indicated by illumination of the lamp I41.Thereafter, the handle may be released permittactor 96 in engagementwith its contact points,

ting the contactor I33 to be disengaged from points I34 and Ill.

By depressing contactor I33, a circuit is set up through they magnetcoil I04 causing armature I 00 to move motor switch contactor 96 intoengagement with its contact points, causing the motor to rotate inreverse direction, and moving the clutch out of forward engaged positiontoward neutral position. It is necessary to hold the lever I6 in such aposition that momentary contactor I33 is continuously depressed untilthe clutch has reached neutral position, as indieated by signal lampI41, since the holding circuit which would normally maintainenergizetion of the magnet coil when the motor switch contactor 96 isengaged is rendered inoperative during motion of the clutch from forwardengaged to neutral position by the cam 09 which holds automatic stop orselector switch II in such a position that contact 8| is disengaged fromfingers 84 and 84'. However, when the clutch reaches neutral position,cam 09 has rotated counterclockwise, releasing projection I0 ofautomatic switch II and allowing contactor ill to reestablish contactwith fingers 04 and 04 thereby rendering the aforesaid holding circuiteffective to maintain the motor switch conand continue operation of themotor to move the clutch from neutral to reverse engaged position. Whenthe clutch reaches reverse engaged position, torque switch 54 interruptsthe circuit of magnet coil I0t as hereinbefore described.

Operation of the clutch from reverse directly to forward engagedposition is similar. Clutch control lever I5 is moved to the left andheld down so that momentary contactor I05 maintains contact with pointsI06 and IN until the clutch has passed through neutral position, asindicated by illumination of lamp I41. This maintains the circuitenergizing the magnet coil IOI which holds contactor 95 in engagementwith contact point 91 and causes the motor to rotate in forwarddirection, moving the clutch from reverse to neutral position. After theclutch reaches neutral position, the control lever I6 and contactor I05may be released, since cam 68 has moved clockwise releasing projectionI8 of automatic switch I0, allowing the contact to engage fingers 82 and82', thus establishing the holding circuit whereby the magnet coil IOIis energized to maintain motor switch contactor in engagement, andcontinue motion of the clutch to forward engaged position. Thetorque-responsive switch 53 operates as herein described, to stop themotor after the clutch has reached forward engaged position.

Fig. 6 illustrates a variation of the arrangement shown in Fig. 5,whereby push button control means is substituted for the manual clutchcontrol lever I6, shown in Figs. 1 and 5. The momentary contactors I05aand I33a and the circuits controlled thereby which initiate and maintainmotion of the clutch from neutral to either engaged position are similarin their operation to contactors I05 and I33 and the correspondingcircuits shown in Fig. 5, but the said contactors are constructed in theform of push buttons.

In order to initiate motion of the clutch from either engaged positionto neutral position, a push button contactor I57 adapted to formmomentary contact between the contact points I50, I59 and IE0 issubstituted for the contact I2! means for stopping the boat. ashereinbeiore deand the electrical conductor I28 in the clutch controllever I6, shown in Fig. 5.

When the clutch is in torward engaged position and it is desired to moveit to neutral po-.

sition, contactor I51 is momentarily depressed. establishing a circuitfrom the line LI at I08 through the lead III to junction II2, to contactpoint I58, contactor I51, and contact point I59, through leadsIBI andI3I to magnet coil I03, and thence to the line L2 as in Fig. 5.

The magnet coil I03 operates motor switch contactor 96 engaging it withcontact points '96 as in Fig. 5. In order to maintain energization offorward engaged to neutral position, a shunt or holding circuit isprovided from the line LI at I62 through lead I63 to contact point I64,through contactor I65, contact point I66, and leads I67 and I6I to themagnet coil I03. Contactor I65 is operated by the armature ,I00, beingmoved into contact with points I 64 and "55,- upon engagement of themotor switch contact 96 with its corresponding contact points 98, andmaintaining the circuit through the magnet coil I03, after push buttoncontactor I51 has been released.

When the clutch reaches neutral position, cam 66 which movescounterclockwise causes the automatic switch II to break the circuitthrough the magnet coil I03, disengaging the motor switch contactor 96and shunt contactor I65 from their respective contact points, and thuscausing the motor to stop when the clutch has reached neutral position.Operation of the detent mechanism as hereinbefore described, accuratelypositions and retains the clutch in neutral.

A similar arrangement is provided in order to allow contactor I51 tocause the clutch to be moved from reverse engaged position to neutralposition. In this case, momentary contact is set up from the line LI atI08 through the throttle control contacts I09 and H0, lead III, andjunction I I2 to contact I58, contactor I51 and contact I60 through leadI68 to 'magnet coil I02, and

thence to the line L2 as described with reference to Fig. 5.Energization of the magnet coil I02 causes the armature 99 to move motorswitch conmagnet coil I03 during motion of the clutch from tactor 95into engagement with contact point '91 and holding contactor I69 intoengagement with contact points I10 andI'II. Rotation of the motor tomove the clutch from reverse engaged position to neutral position isthereby initiated. In order to maintain the motor switch contactor 95 inengagement with its contact point after the push button I51 has beenreleased, a shunt circuit is provided from the line LI at I62 throughlead I63 to contact point I10, through holding contactor I69 to contactpoint III and through leads I72 and I43 to the magnet coil I02.

As described with reference to Fig. 5, when the clutch reaches neutralposition, automatic stop switch 70 breaks contact between fingers 83 and83 as cam 68 releases the projection I8 of switch deenergizing themagnet coil I02, and disengaging the motor switch 94 and holdingcontactor I69.

In order to permit a similar maneuver in the case of the device shown inFig. 6, as hereinbefore described with reference to Fig. 5. whereby themanual clutch control may be set for stop position when the boat isoperating under relatively advanced power. and disengagement of theclutch is efiected merely by moving the throttle control I lever toreduced position, means may be provided to hold the push button I 51 indepressed position. By virtue of the throttle interlock, the throttlecontrol lever may then be employed as the sole scribed.

It will be seen that depression of the contactor has interrupted one ofthe two circuits to contact points I69 and I60, depending upon theposition of the clutch.

The device shown in Fig. 6 is characterized by the same advantages asthose characterizing the device of Fig. 5. I

The features of this invention relating to the control of the motor andthe combined control of the motor and clutch are-claimed in mydivisional application, Serial No. 421,824, filed Decemher 5, 1941.

Variations and modifications may be made within the scope oi thisinvention and portions of the improvements may be used without others.

Iclaim: I

1. In a clutch control device. a motor; a clutchactuatingmechanismoperated by the motor; manually operated means for energizing said motorto operate said actuating mechanism and move the clutch from neutral toengaging position; and means operated by the continued rotation of themotor and in response to cessation of such clutch engaging movement forautomatically rendering the motor inoperative to continue to apply powerto the clutch-actuating mechanism.

2. In a control device, a clutch; a motor; a clutch-actuating mechanismoperated by the motor; manually operated means for energizing said motorto operate said actuating mechanism and move the clutch from neutral tooperating position; means operated by the continued operation of themotor after the clutch is fully operated for rendering the motorinoperative to apply power, to the clutch-actuating mechanism; andautomatic means for removing operating force from the clutch after saidmotor is rendered in-:

operative. e

3. Ina clutch control device, an electric motor; a clutch-actuatingmechanism operated by the motor, the motion of said mechanism beingarrested upon engagement of the clutch; manually operated means forenergizing the motor to operate said actuating mechanism to move theclutch to engaged position; means permitting continued rotation of themotor after motion of the clutch-actuating mechanism is arrested, butincreasing the resistance to such continued rotation of. the motor to apredetermined value; and torque-responsive means operated by continuedrotation of the motor under said increased resistance after engagementof the clutch, said means rendering the motor temporarily inoperative toapply further power to the clutch-actuating mechanism.

4. In a, clutch control device, an electric motor; a clutch-actuatingmechanism operated by the motor; manually operated means for energizingthe motor to operate said actuating mechanism to move the clutch toengaged and disengaged trol mechanism for renderin the motor inopermovethe clutch to neutral, forward, and reverse positions, said manualcontrol means being relatively remotely positioned with respect to saidmotor and clutch-actuating mechanism; and signaling means adjacent tosaid manually operated means, responsive to the position of theclutch-actuating mechanism for indicating the position of the clutch inneutral, forward, and reverse positions.

6. In a clutch control device, an electric motor; a clutch-actuatingmechanism operated by the motor for moving the clutch from neutral toengaged position and from engaged to neutral position, motion of saidactuatingmechanism being arrested upon engagement of theclutch;,torqueresponsive means operated by continued rotation of themotor, when the torque load upon the motor is increased to apredetermined limit by arrest of the motion of the clutch-actuatingmechanism upon engagement of the clutch, said torque-responsive meansrendering the motor temporarily inoperative for further rotation afterthe clutch is engaged: manually operated means for energizing the motorto move the clutch from neutral to engaged position, and from engaged toneutral position; said torque-responsive means being inefiective torender the motor inoperative upon application of motor torque in excessof said predetermined limit for initiating motion of the clutch fromengaged to neutral position. whereby full motor torque is available tostart the clutch-actuating mechanism when the clutch is engaged.

'7. In a clutch control mechanism, a motor: a clutch-actuating mechanismoperated by the motor: manually operated means for energizing the motorto operate said actuating mechanism to move the clutch from one of twoengaged 'positions to an intermediate disengaged position; automaticmeans cooperating with the clutch-actuating mechanism for rendering themotor inoperative after disengagement of the clutch when said mechanismhas moved the clutch to said disengaged position: and automatic meansfor accurately positioning and retaining the clutch in disengagedposition after operation of the motor has ceased. I

8. In a clutch control mechanism, a reversible electric motor: aclutch-actuating mechanism operated by the motor, adapted to move theclutch from neutral position to engaged position upon rotation of themotor in one direction, and to move the clutch from engaged position toneutral position upon rotation of the motor in the reverse direction,motion of said actuating mechanism being arrested by engagement of theclutch; manually operated means for energizing the motor to operate saidclutch-actuating mech anism to move the clutch from neutral to engagedposition and from engaged to neutral position; torque-responsive meanscontrolling the operation of the motor for engagement of the clutch,said means rendering the motor temporarily inoperative to apply power inclutchengaging direction to the clutch upon continued rotation of themtor when the torque load on the motor reaches a predetermined valueupon arrest of motion of the clutch-actuating mechanism by engagement ofthe clutch; and automatic means actuated by the clutch-actuatingmechanism for rendering the motor inoperative when said mechanismreaches neutral position after moving the clutch from engaged todisengaged position.

9. In a clutch control mechanism, a reversible motor; a clutch-actuatingmechanism operated by the motor, adapted to move the clutch from reverseengagement through neutral to forward engagement upon forward rotationof the motor, and to move the clutch from forward engagement throughneutral to reverse engagement upon reverse rotation of the motor, motionof said clutch-actuating mechanism being arrested by engagement of' theclutch in either position; torque-responsive means controlling theforward operation of the motor, said means rendering the motorinoperative to apply power by forward rotation to the clutch uponcontinued rotation of the motor when the forward torque load on themotor reaches a predetermined-value by arrest of motion of theclutchactuating mechanism upon forward engagement of the clutch; similartorque-responsive means controlling the reverse operation of the motor,said, means rendering the motor inoperative to apply power by reverserotation to the clutch upon continued rotation of the motor when thereverse torque load on the motor reaches a predetermined value by arrestof motion of the clutch-actuating mechanism upon. reverse engagement ofthe clutch; automatic means actuated by the clutch-actuating mechanismfor rendering the motor inoperative to rotate in either direction whensaid mechanism reaches neutral position after moving the clutch fromeither engaged position to the neutral or disengaged position; andmanually operated means for energizing the motor to operate saidclutchactuating mechanism to move the clutch from neutral to eitherengaged position, and from either engaged position to neutral position.

10. In a clutch control device, an electric motor; a clutch-actuatingmechanism operated by the motor adapted to move the clutch from neutralto engaged position; a motor switch controlling operation of themotor;electromagnetic means for operating said motor switch; a control circuitfor energizing said electromagnetic means; a manually initiated andautomatically maintained switch in the control circuit for energizingthe electromagnetic means to engage the-motor switch and cause the motorto move the clutch from neutral to engaged position; and an automaticswitch in said control circuit responsive to continued rotation of themotor after the clutch has been engaged for opening said circuit andcausing cessation of the operation of the motor after engagement of theclutch.

11. In a clutch control device, a reversible electric motor; aclutch-actuating mechanism, operated by the motor, adapted to move theclutch from neutral to engaged position upon rotation of the motor inone direction and to move the clutch from engaged to neutral positionupon rotation of the motor in reverse direction, movement of a portionof said mechanism being arrested by engagement of the clutch; a motorswitch controlling operation'of the motor; electromagnetic means forengaging the motor switch to cause the motor to rotate inclutch-engaging direction; a control circuit for energizing saidelectromagnetic means; a manually operated switch for energizing saidcircuit to cause the motor to move the clutch into engagement; anautomatic switch in said circuit operated to interrupt said circuit, inresponse to arrest of movement of said portion of the mechanism. bycontinued rotation of the motor in clutch-engaging direction after theclutch has been engaged, thereby disengaging the motor switch andrendering the motor temporarily inoperative to apply power to theclutch-actuating mechanism; a second electromagnetic means for engagingthe motor switch to cause the motorto rotate in reverse orclutch-disengaging direction; a second control circuit for energizingthe said second electromagnetic 'means; a manually operated switch forenergizing the latter circuit to cause the motor to move the clutch fromengaged to neutral position; and an automatic switch in said circuitoperated by the clutch-actuating mechanism when the clutch reachesneutral position after moving from engaged position to interrupt saidcircuit, whereby the motor switch is disengaged and the motor renderedtemporarily inoperative.

12. In a clutch control device, an electric motor, aclutch-actuatingmechanism operatedby the motor adapted to move the clutch from neutralto engaged position, motion of said actuating mechanism being limited byengagement of the clutch; means for increasing to a predetermined valuethe torque resistance of said mechanism to further rotation of the motorin clutch engaging direction after the clutch is engaged;torque-responsive means rendered effective by said increase of thetorque load to the predeteran automatic switch in said circuit operatedby the aforesaid torque-responsive means upon continued rotation of themotor in clutch engaging direction against the aforesaid predeterminedtorque load after the clutch has been engaged,

to interrupt said circuit, disengaging the motor,

switch and rendering the motor temporarily inoperative; a secondelectromagnetic means for engaging the motor switch to cause the motorto rotate in reverse or clutch-disengaging direction; a, second controlcircuit for energizing the latter electromagnetic means; a manuallyoperated switch for energizing the latter circuit to cause the motor tomove the clutch from engaged to neutral position; and an automaticswitchin said circuit, operated by the clutch-actuating mechanism whenthe clutch reaches neutral position after moving from engaged position,to interrupt said circuit, whereby the motor switch is disengaged andthe motor rendered temporarily inoperative.

nism upon cessation of operation of the motor.

mined value upon continued rotation of the motor after engagement of theclutch for operating an automatic control switch; a motor switchcontrolling operation of the motor; electromagnetic means for operatingsaid motor switch; a control circuit for, energizing saidelectromagneticmeans to engage the motor switch; a manually operatedswitch in the control circuit for energizing the electromagnetic meansto engage the motor switch and cause the motor to move the clutch fromneutral to engaged position; an automatic switch in said controlcircuit, responsive to the aforesaid torque-responsive means operated bycontinued rotation of the motor against the aforesaid increased torqueload after engagement of the clutch, for opening said circuit andcausing cessation of the operation of the motor.

13. In a clutch control-device. a reversible electric motor; aclutch-actuating mechanism operated by said motor adapted to move aclutch from neutral to engaged position upon rotation of the motor inone direction and to move the clutch from'engaged to neutral positionupon rotation of the motor in reverse direction, motion of saidclutch-actuating mechanism being limited by. en-/ Easement of theclutch; means for increasing to a predetermined value the torqueresistance of said mechanism tocontinued rotation of the motor inclutch-engaging direction afterengagement of the clutch;torque-responsive means, rendered eilective by said increase of thetorque load to a predetermined value upon continued rotation of themotor after the clutch is engaged, for operating an automatic controlswitch; a

motor switch controlling operation of; the motor;

15. In combination with a clutch, a clutch op- .erating member movablebetween two limiting positions, mechanism coupled to the clutchoperating member for operating said clutch by movement of saidmembertoward either limiting position; power means for driving saidmechanism; and a driving connection located between said clutch and saidclutch-operating mechanism permitting'manual operation of said clutchindependently of said clutch-operating mechanism, while the latterremains coupled to the clutch;

16. In combination with a clutch, a' clutch operating member movablebetween two limiting positions; mechanism coupled to the clutchoperating member for operating said clutch by movement of said membertoward either position; power means for driving said mechanism; and adriving connection interposed between said mechanism and said clutchpermitting manual operation of said clutch independently of saidclutchoperating mechanism over a limited range corresponding inamplitude at least to the range of movement of said clutch while saidmechanism remains coupled to the clutch.

17. In combination with a clutch, a control member movable betweenlimiting positions for operating said clutch; a clutch-actuatingmechanism for operating said control member, said mechanism beingnonlocking or overhauling; a motor for driving said mechanism; meansresponsive to continued rotation of the motor upon cessation of mo ementof said control member by reason of its reaching one of its limitingpositions for automatically rendering the motor temporarily inoperativeto continue to apply power to'the clutch-actuating mechanism; and meansinterposed between said mechanism and said control member permittingoperation of said clutchactuating mechanism independently of saidcontrol member over a limited range corresponding operative when theclutch has been moved to said engaged position; and means forautomatically removing the operating force of said power operoperatingmechanism coupled to a movable clutch-operating member, a driving motortherea portion of said operating mechanism to a limited extent inretrograde direction independently of the chit/ch control member after.the motor is deenergized to remove operating force from the clutch.

24. In combination with a clutch operator movable between two limitingpositions, a clutchactuating mechanism, coupled to the operator foroperation thereof, and including power means for driving said mechanism;and a lost motion device between said clutch operator, and at least apart of said actuating mechanism including said power means, whereby theoperator may be for; a manual control for initiating a clutchengagingoperation thereof, movement of said operating member being limited byengagement of the clutch; automatic control means for deenergizing themotor upon said member reaching its limiting clutch-engaging position;and energy storing means deriving its power from motor operation inclutch-engaging direction for moving a portion of said operatingmechanism in reverse direction to a limited extent upon saiddeenergization of the motor while s'aid clutchoperating member remainsstationary in its limiting position, whereby operating force is removedfrom the clutch.

21. In a clutch control device having a clutch operating mechanismcoupled to a movable clutch-operating member, a driving motor therefor;a manual control means for initiating a clutch-engaging operationthereof, movement of said operating member being limited by engagementof the clutch; automatic control means for deenergizing the motor uponengagement of the clutch; and energy storing means, deriving its powerfrom clutch-engaging operation of the motor, for moving a part of saidoperating mechanism to a limited extent in reverse direction upondeenergization of .the motor to remove operating force from the clutch.

22. In a clutch control device having a. clutch operating mechanismcoupled to a movable clutch-operating member, a driving motor therefor;amanual control means for initiating a clutch-engaging operationthereof, movement of said operating member being limited by engagementof the clutch; automatic control means for deenergizing the motor inresponse to continued rotation of the motor in clutch-engaging directionafter movement of said operating member is arrested by engagement of theclutch; and energy storing means deriving its power from said continuedrotation of the motor after engagement of the clutch for moving a partof said operating mechanism to a limited extent in reverse directionindependently of motor operation upon deenergization of the motor.

23. In a clutch control device having a clutchoperating member which ismovable to and from clutchengaging position, its movement inclutchengaging direction being limited by engagement of the clutch, anactuating mechanism oper- 'atively coupled to said member; a motor fordriving said mechanism; manual control means for energizing the motor toengage the clutch; and energy storing means deriving its power fromclutch-engaging operation of said mechanism after said operating memberis arrested by reaching its limiting position in which the clutch isengaged, said means automatically deenergizing the motor upon apredetermined energy storing operation thereof and moving at least movedindependently of at least part of said actuating mechanism from eitherlimiting position to the other at will, while the clutch operatorremains coupled to said actuating mechanism for operation thereby.

25. In combination with a clutch operator movable between two limitingpositions, a nonlocking clutch-actuating mechanism including power meansfor driving the same coupled with a clutch for operation thereof, and alost motion device between said operator and at least a part of saidoperating mechanism means, said mechanism responding initially, byvirtue of its nonlocking character, to manual force applied to theclutch to move the same from one engaged position to the other, byretrograde movement of said part of the actuating mechanism, and saidoperator being movable in response to manual force applied thereto forsucceeding'operations between its limiting positions independent of saidpart of the mechanism by virtue of said lost motion device, while theoperator remains coupled to the mechanism.

26. In combination with a clutch operator movable between two limitingpositions, a clutchactuating mechanism coupled to the operator foroperation thereof and including power means for driving said mechanism;and a lost motion device between said operator and at least a part ofsaid actuating mechanism, including said power means said lost motiondevice permitting manual operation of said operator independently ofsaid portion of the clutch-actuating mechanism over a limited rangecorresponding in amplitude at least to the range of movement of saidclutch operator, while said mechanism remains coupled therewith.

27. In combination with a clutch movable between two limiting positions,a nonlocking or overhauling clutch-actuating mechanism coupled to theclutch for operation thereof and including power means for driving saidmechanism; and a lost motion device between said clutch and at least apart of said operating mechanism including said power means, said lostmotion device permitting operation of the clutch independently of saidportion of the actuating mechanism over a limited range corresponding inamplitude at least to the range of movement of said clutch, saidmechanism responding initially, by virtue of its nonlocking character tomanual force applied to the clutch to move the same from one engagedposition to the other, by retrograde movement of said portion of theactuating mechanism, and said clutch being movable in response to manualforce applied thereto for succeeding operations from either engagedposition to the other, independently of said part of the operatingmechanism while the clutch remains coupled thereto, by virtue of saidlost motion device.

including said power operating said clutch; a clutch-actuating mechiincluding .power means for operation thereof to move said control memberbetween its limiting positions, said mechanism being noneither of saidlimiting positions, and for adv lusting said automatic control means toarrest the clutch in the selected limiting position; and meansinterposed between said power means and said clutch control memberwhereby the latter can be manually operated independently of saidclutch-actuating mechanism over a limited range corresponding at leasttothe amplitude of the range of movement of said control member.

29. In combination with a reverse gear clutch. having a control membermovable to forward, reverse, and neutral positions, an operatingmechanism including power means for moving said control member fromeither operating position to the other; manual control means forselectivelyinitiating operation of said mechanism to move the controlmember toward one of said positions; automatic means for rendering thepower means inoperative upon the controlmember attaining the selectedposition; and means permitting manual operation of said memberindependently of said clutch-actuating mechanism while the latterremains coupled to the member for operation.

. 30. In a power driven clutch operating mechanism for moving a clutchfrom either of two engaged positions to an intermediate neutralposition, having manual control means for initiating power operationthereof to move said clutch to said intermediate neutral position,automatic means for interrupting power operation of said mechanism'uponsaid clutch reaching neutral position; and automatic means foraccurately positioning and retaining the clutch in said neutral positionafter said power operation is interrupted, comprising an impositivedetent member adapted to cooperate with a movable part of the mechanismto position and retain said part in a desired position; and means foradjusting the position of said detent member parallel to the directionof travel of said movable part to vary the detent-engaging position ofthe latter.

31. In a clutch control device, an electric motor; a clutch actuatingmechanism operated by the motor adapted to move the clutch from neutralto engaged position; electromagnetic means for operating said motorswitch; a control circuit for energizing said electromagnetic means; amanually operable momentary contact switch for initially energizing,said circuit to engage the through a predetermined intermediateposition,

and a motor for driving said mechanism; a normally openswitch forenergizing the motor; a relay for closing said switch; an energizingcircuit for said relay including a manually operable momentary contactswitch; a holding circuit shunting said momentary contact switch formaintaining energization of said relay circuit after saidmomentarycontact switch is-released; means controlled bysaid mechanism forrendering the latter circuit operative solely during movement of saidmember from said intermediate position to either limiting position; andsignal means controlled by said mechanism and located adjacent saidmomentary contact switch for indicating the position of said operatingmember relative to said intermediate-position whereby the operator 'isapprised when the holding circuit.

becomes operative and the manual momentary contact switch may bereleased without interrupting motor operation.

33. In a remote control device having a driving motor coupled to adriven member to be operated over a predetermined range, a switch forcontrolling the motor; a relay for operating said switch; a holdingcircuit for maintaining ener gization of said relay, said holdingcircuit being inoperative over a. part of said operatingrange; a circuitin parallel with said holding circuit including a manually operablemomentary contact switch for energizing said relay; automatic switchmeans common to both of said circuits for deenergizing the relay tointerrupt motor operation upon said member attaining a predeterminedposition; and automatic signal means adjacent said manually controlledswitch means for indicating the position of said driven member initsrange of operation, said signal indicating whetheFbF? not the holdingcircuit is operative, whereby an operator is apprised: when saidmomentary contact switch may be released without interruptingenergization of said relay.

34. In a reverse gear clutch control device having a clutch-operatingmember movable between alternate forward and reverse clutch-engagingpositions, through an intermediate neutral clutch-disengaging position,a reversible motor for driving said mechanism; a normally open reversingswitch for said motor; selective electromagnetic relay means for closingsaid switch t move the clutch to one or the other of said engagedpositions; a pair of energizing circuits, for said relay. means;manually operated momentary contact switch means in said relay circuitsrespectively for initial energization thereof; holding means formaintaining energization of said circuits, once they are energized;automatic means for interrupting the energized circuit and for releasingthecorresponding holding means upon said clutch reaching the corre'-sponding engaged position; electroma'gnetic relay means for closing saidmotor switch for energizing the motor to 'move the clutch from one orthe other engaged position to neutral position; a pair of energizingcircuits therefor; manually controlled switch means common to both ofsaid circuits for energization thereof; automatic selector meansoperated by said clutchactuating means during clutch-engagingoperaclutch control member attaining neutral position.

35. In a reverse gear clutch control device having a clutch-operatingmember movable between alternate forward and reverse clutch-engagingpositions, through an intermediate neutral clutch-disengaging position,a reversible motor for driving said mechanism; a normally open reversingswitch for said motor; manual control means for selectively closing saidmotor switch for energizing said motor to move the clutch to one or theother engaged positions; automatic means for opening the motor switchand deenergizing the motor upon said clutch reaching an engagedposition; selective electromagnetic relay means for closing said motorswitch to move the clutch from engaged to neutral position; a. pair ofenergizing circuits for said electro-magnetic relay means; manuallyoperated momentary contact switch means common to both of said relaycircuits for initial energization thereof; automatic holding means ineach of said circuits for maintaining energization thereof once they areenergized; automatic selector means operated by said clutchoperatingmechanism during clutch-engaging operation thereof to establish one orthe other of said relay energizing circuits according to the engagedposition to which the clutch is moved; and automatic means fordeenergizing said circuits and releasing said holding means upon saidclutch reaching neutral position.

36. In a clutch control device, a motor; a clutch-actuating mechanismoperated by the motor to move the clutch from neutral to engagedposition; and means, operated by the continued rotation of the motor andin response to cessation of movement of the clutch for automaticallyrendering the motor inoperative to continue to apply power to theclutch-actuating mechanism.

37. In a control device,a clutch; a motor; a clutch-actuating mechanismoperated by the motor to move the clutch from neutral t engagedposition; means operated by the continued rotation of the motor and inresponse to cessation of movement of the clutch for rendering the motorinoperative to apply power to the clutch-actuating mechanism; andautomatic means for removing operating force from the clutch after saidmotor is rendered inoperative.

38; In a clutch control device, a motor; a clutch-actuating mechanismoperated by the motor to move the clutch fromneutral to engagedposition; and means, operated by the continued rotation of the motor andin response to a predetermined overload resisting said operation of themotor, for automatically rendering the motor inoperative to continue toapply power to the clutch-actuating mechanism.

39. In a clutch control device, a motor; a clutch-actuating mechanismoperated by the motor to move the clutch from neutral to engagedposition; means, operated by the continued rotation of the motor and inresponse to a predetermined overload resisting said operation of themotor, for automatically rendering-the motor inoperative to continue toapply power to the clutch-actuating mechanism; and automatic means forremoving operating force from the clutch after said motor is renderedinoperative.

40. In a clutch control device, a motor;

clutch-actuating mecha ism operated by the motor; manually operablemeans for energizing the motor to operate said actuating mechanism andmove the clutch toward engaged position; means permitting continuedoperation of the motor after the movement of the clutch is arrested andoffering gradually increasing yielding resistance to such movement up toa predetermined amount of such resistance; and means mechanicallyactuated by continued operation of the motor at the instant when saidresistance reaches a predetermined amount for rendering the motorinoperative to apply further power to the clutch-actuating mechanism.

41. In a clutch control device, a motor; clutch-actuating mechanismoperated by the motor; manually operable means for causing the motor tooperate said actuating mechanism and move the clutch toward engagedposition; means permitting continued rotation of the motor after themovement of the clutch is arrested and offering gradually increasingyielding resistance to such rotation until a predetermined torque isdeveloped by the motor; and means mechanically actuated by the continuedoperation of the motor at the instant when said torque reaches saidpredetermined value for rendering the motor inoperative to apply furtherpower to the clutch-actuating mechanism.

42. In a clutch control device, a motor; clutch-actuating mechanismoperated by the motor; manually operable means for causing the motor tooperate said actuating mechanism and move the clutch toward engagedposition; means permitting continued movement of the motor after themovement of the clutch is arrested and oiiering gradually increasingyielding resistance to such movement until. a predetermined force isapplied to the clutch by the motor; means actuated by the continuedoperation of the motor at the instant when the pressure of theclutch-operating mechanism on the clutch reaches said predeterminedvalue for rendering the motor inoperative to apply furtherclutch-actuating pressure; and means for automatically causing saidoperating pressure to be substantially removed from the clutchimmediately upon the motor becoming inoperative.

ERWIN J. PANISH.

